Two-cylinder two-cycle internal-combustion engine.



C. E. FREDERICKSON. Two-CYLINDER Two-cYcLE |NTERNAL coMusnoN ENGINE.

APPLICATION FILED JUNE 3,1915. 1 1 83,549. Patented May 16, 1916.

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1 J Iqll'lllll /A/VE/vron UZ'. We erL'cson C. E. FREDERICKSON.TwocYL|NDEN Two-cYcLE INTERNAL coNBusTloN ENGINE.

APPLICATION FILED JUNE 3. 1915.

- Patented May 16, 1916.

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IN1/Emol? CEFreerLc/hon ATTORNEYS WITNESS AIENT FFIQE.

CLAYTON E. FREDERICKSON, OF CHICAGO, ILLINOIS, ASSIGNOR OF ONE-HALF TOGRACE C. STENGER, OF CHICAGO, ILLINOIS.

TWO-CYLINDER TWO-CYCLE IN TERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented May 16, 1916.

Application filed .Tune 3, 1915. Serial No. 31,964.

To all whom t may concern Be it known that I, CLAYTON E. FRED- nRIcKsoN,residing at Chicago, in the county of Cook and State of Illinois, haveinvented certain new and useful Improvements in Two-Cylinder Two-CycleInternal-Combus tion Engines, of which the following is a specification.

My invention relates to certain new and useful improvements in the artof internal combustion engines, and the invention particularly relatesto the two cycle class of engines having a charging pump separate fromthe working cylinders.

In its generic nature, the invention has for its object to provide anengine of this character of a simple and efficient construction and4designed with a minimum number of .parts and with the parts so arrangedas to be less liable to become disordered.

In its more detail nature, the invention comprises two working cylindersand a pumping cylinder, the pumping cylinder being double acting tocharge the respective working cylinders onv each stroke of the pumppiston, the pump piston being connected with a guide piston whichl alsofunctions as an oil pump to insure circulation of lubricant to thevarious bearings.

In its more detail nature, the invention includes those novel details ofconstruction, combination and arrangement of parts, all of which will befirst `fully described, then be specificallypointed out in the appendedclaims, and illustrated vin the accompanying drawings, in which Figure 1is a side elevation of the intake side of the engine embodying theinvention.

Figure 2 is a vertical cross section on the line 2-'-2 of Figure 1.

Figure 3 is a vertical cross section on the line 3-3of Figure 1.

In the drawings, in which like numerals of reference indicate like partsin all of the figures, 1 represents the crank case which may be of anyapprovedconstruction, and is provided with openingsV into which theprojecting ends of the several cylinders 2, 3 and 4` are seated, thecylinders 2, 3 and 4 being suitably fastened to they crank case in anyapproved manner.

The cylinders 2 and 3 are the working cylinders and are suitably waterjacketed `as at 5 for cooling purposes, in the usual manner, while thecylinder 4 is designed to l act as the pumpingcylinder.

6-7 designate' the working pistons that operate in the cylinders 2 and3, respectively and 8 designates the connecting rods of the workingpistons which are connected with the crank shaft 9 in the usual manner.

Each working cylinderV is provided lwith a compression space 10 and aninlet 13 leading to the compression space. The inlets 13 are controlledby valves 23 hereinafter again referred to.

Each working cylinder 2 and 3 is also provided'with an exhaust port 14which is controlled by the respective working piston, the exhaust ports14 of the two cylinders communicating with the exhaust manifold 15.

Each compression space inlet 13 of the working cylinders is connectedwith a duct 19. The ducts 19 have flanges 17 through which fasteningscrews 18 are passed to secure the ducts to the machined faces 16 of therespective working cylinders over the. respective inlets 13.

Each duct 19 is provided with valve stem guides 20-21 in alinement withthe inlet 13 of the Vrespective cylinder. The valve 23 has its stem 24passed through the guide 2O and into the guide 21 and is normally heldseated by a light spring 25 that engages an adjustable nut and collar onthe stem. The valve stem guides 21 are closed at their outer ends byplugs`22. Each duct 19 has an opening 2G over which the valve seatmember 27 is fastened, the valve seat member 27 being providedwith aguide 28 in which the stem 30 of the valve 29 is located, a light spring31 serving to keep the valve 29 seated. The value 29 controls thepassage of fuel from the intake manifold 32 which is flanged at its endsas at 33 and is secured to the respective ducts 19 and valve seatmembers 27 by cap screws 34, asbest shown in Figure 1 `of the drawings.

The intake manifold 32 is provided with the flanged entrance 35 that `isdesigned to be secured to the carbureter, (not shown).

Each duct 19 has a flanged mouth 36 designed to be bolted at 37 over theupper and lower ports 3S of the pumping cylinder 4.

The pumping cylinder 4 is divided into two compartments 49-50 by thepumping piston 39 and the cylinder 4 seats yin a recess 41 of theextension 40 which serves as a cross head guide for the guide piston 46.

42 is a connecting rod that joins the pumping piston 39 with the crosshead guide piston 46, the rod 42 being screw threaded at 45 into thepiston 46 and passes through a stuffing box formed by the neck 43 whichincloses a metallic packing and is capped at 44.

47 is the connecting rod that joins the piston 46 with the middle crankof the'crank shaft 9, it being understood that in the form shown in thedrawings, the stroke of the pump piston is less than that of the workingpiston and the cross sectional area of the pump cylinder iscorrespondingly greater' than that of the working cylinders.

48 is the space above the cross head piston 46, which space I prefer toutilize as an oil pump whereby oil may be drawn from the reservoir 49into the crank case through a pipe 58 that has a back check valve 51 anddelivers the oil through the port 52 of the cylinder section 40, thedischarge of the oil from the chamber 4S being effected through the pipe53. The pipe 53 is also provided with a back check valve 54 and deliversthe oil into lateral pipes 56 that convey the oil to the variousbearings which it is desired to lubricate.

In operation, on the down stroke of the pump piston 39, a new charge isdrawn into the chamber 49 through the duct 19 that communicates with theend of the intake manifold 32 and that delivers into the workingcylinder 3, the charge being passed from the carbureter into themanifold 32 through the valve 29 of the cylinder 3 and duct 19 into theupper chamber 49 of the pumping cylinder 4. At the same time, the chargein the chamber 50 of the pumping cylinder is forced into the left handduct 19 of Figure 1 during the upstroke of the piston 6, and is admittedinto the working cylinder 2 through the valve 23 and compressed into thecompression space 10 of that cylinder. As soon as the piston 6 hasreached thel upward limit of its stroke, the charge in the compressionspace is exploded to impel the piston 6 downwardly. During the time thepiston 6 is being elevated, the piston 7 is being forced down by apreviously exploded charge. As soon as the piston 7 has reached thelowermost limit of its stroke, the exhaust port 14 of the cylinder 3 isuncovered to exhaust the charge to atmospheric pressure and upon theupstroke of the piston 7 and consequently upon the up stroke of thepiston 39, the charge in the chamber 49 of the pump cylinder 4 is forcedintothe working cylinder 3 and compressed by piston 7 into thecompression space 10 of that cylinder and fired as before.

On each down stroke of the piston 46 oil is'y drawn into the chamber 48and is again forced4 out of thatv chamber on the up stroke ports,

of the piston 46, thus insuring a continuous circulation of oil, therapidity of which is dependent upon the speed of the engine andconsequently the proper lubrication of bearing surfaces is assured.Heretofore in engines of this type, there has been some diiiicultyencountered in properly lubricating the stuffing box bearing 43 but withthis construction where the chamber 43 functions as an oil duct chamber,ample lubrication is obtained.

From the foregoing description, taken in connection with theaccompanying drawings, it is thought the complete construction,operation and advantages of the invention will be readily understood.

What I claim is:

1. In a two cycle engine, a pair of working cylinders and pistons, saidcylinders having inlet and exhaust ports, a pumping cylinder and piston,a crank shaft, operative connections between said crank shaft and saidpistons, said pumping cylinder having a pair of ports, a valved ductbetween each of said working cylinder inlet ports and one of saidpumping cylinder ports respectively, an intake manifold, and valvedconnections between each of said ducts and said intake manifold.

2. In a two cycle engine, a crank case, a crank shaft, a pair of workingcylinders mounted on said crank case, working pistons, connecting rodsbetween said pistons and said shaft, a pumping cylinder, a partitiondividing said pumping cylinder into two sections, a pumping piston inone section dividing it into two chambers, said pumping cylinder havinga port for each chamber, a cross head in the other section of saidpumping cylinder, a piston rod between said pumping piston and saidcross head piston, a connecting rod between said cross head piston andsaid cra-nk shaft, said working cylinders having inlet and exhaust aduct between the inlet. port of one working cylinder and one' of theports of said pumping cylinder, a second duct between the inlet port ofthe second of said working cylinders and the other port of said pumpcylif der, means controlling the flow of fluid from said ducts into theworking cylinders, an intake manifold having communication with each ofsaid chiots and check valves locatedl at.v the places where said intakemanifold communicates with said ducts.

3. In a two cycle engine., a crank case, a crank shaft, a pair ofworking cylinders mounted on said crank case, working pistons,connecting rods between said pistons and said' shaft, a pumpingcylinder, a partition dividing said pumping cylinder into two sections,a pumping piston in one section dividing it into two chambers, saidpumping cylinder having a port for each chamber, a cross head in theother section of said pumping cylinder, a piston rod between saidpumping piston and said cross head piston, a connecting rod between saidcross head piston and said crank shaft, said working cylinders havinginlets and eX- haust ports, a duct between the inlet port of one workingcylinder and one of the ports of said pumping cylinder, a second ductbetween the inlet port of the second of said working cylinders and theother port of said pump cylinder, means controlling the iiow of fluidfrom said ducts into the working cylinders, an intake inanifold havingcommunication with each of said ducts, check valves located at theplaces where said manifold communicates with said ducts, said pumpingcylinder having a port leading into the space between said partition andsaid cross head piston, oil eduction andvinduction pipes communicatingwith said last named port, and branch pipes for conveying oil from saideduction pipe to the bearing surfaces to be lubricated.

4. In an internal combustion engine, the combination of a `pair ofworking cylinders having pistons and valved inlet ports, a pumpingcylinder and piston, piston operating means, said pumping cylinderformed with a pair of ports, an intake `manifold having an intakeopening and charge conducting portions branching from said intakeopening, a pair of ducts constructed and arranged to form independentavenues of lowfrom each of the manifold conducting portions respectivelyto a pump- Copies of this patent may be obtained for ve cents each, byaddressing the ing cylinder port and then reversely to the inlet port ofa working cylinder, and a charge controlling means for said manifold.

5. In a device of the character described, the combination of a pair ofworking cylinders having pistons and inlet ports, a unitary pumpingdevice comprising a pumping cylinder provided with a piston and a pairof ports, piston operating means, a charge supply manifold having anintake opening, a duct between each of said inlet ports and one of thepumping cylinder ports respectively, said ducts independentlycommunicating with the manifold at points removed from the intakeopening and each adapted to conduct a charge from the manifold first tothe pumping cylinder and then to a working cylinder and valvularconirolling means for said charge supply maniold.

6. In an explosive engine, the combination of a pair of workingcylinders having pistons and valved inlet ports, a pumping devicecomprising a pumping cylinder provided with a pair of ports, a chargesupply manifold and its intake opening, and a duct. between each of saidvalved inlet ports and one of the pumping cylinder ports respectively,said ducts communicating with the manifold and each adapted so as toform an independent avenue of liow rst to the pumping cylinder and thento a working cylinder, the point of communication between the manifoldand a duct being located intermediate a valved inlet port and itsrelated pumping cylinder port.

CLAYTON E. FREDERICKSON.

Commissioner of latenta,

Walhinzton, D. C.

